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We are living in a fast-developing society. Every day new technology and development in our locality. The communication system and transportation mechanism connect people around the world so easily with utility of less time, cost and comfort. This kind of development also increases the standard of living of people. Rapid urbanization and intense commercial developments in the recent past have resulted in steep rise in travel demand, putting Kochi’s transport infrastructure to stress. Experience has shown that, in cities like Kochi where roads do not have adequate width and which cater to mixed traffic conditions comprising slow- and fast-moving vehicles, road transport can optimally carry 8,000 persons per hour per direction (phpdt). There is an urgent need to introduce a light Metro system in the city to provide fast, safe, economic, and environment-friendly mode for mass movement of passengers. With growing population and mega development plans coming up for this port city, the travel demand is expected to grow steeply. With inadequate public transport services, passengers will shift to private modes, which is already evident from the high ownership trends in the region. This will not only aggravate the congestion on the city roads but will also increase the pollution level. Here is the study focusing on the factors affecting the performance of the Kochi Metro Construction Project.&nbsp

自動車交通が中心である地方都市では，二酸化炭素排出量が相対的に多く，そのために対策が必要である．本研究では地球環境問題に対応する環境未来都市の形成のため，地方の都市交通における低炭素化を検討する．はじめに個別交通行動者の交通機関選択および車両購入時の車種選択に関する意思決定過程を記述したマルチエージェントシステムを構築する．本提案システムを地方都市に適用し，ARTおよびトランジットセンター整備による公共交通利便性向上政策および中心市街地を発着する環境負荷量の多い車両に対する環境課金政策の導入を提案することで，政策なしの場合と比較して都市交通の低炭素化に一定の効果があることを示す．, As the car oriented city is extended in local areas, reduction of carbon dioxide emission should be required. The development of environmental smart city is discussed in the study to promote the low carbon society as global environment issues. The multi-agent model is developed to describe the decision process concerning with modal choice as well as vehicle type choice of individual trip makers. The proposed model is applied to evaluate the future public transport policies to reduce the carbon dioxide emission such as service of ART (Advanced Rapid Transit) as well as the environmental charging for high emission vehicles. Finally, the impacts of public transport policies are properly evaluated in contrast to the no policy introduction for low carbon transport systems., 2017年度関西大学教育研究高度化促進費

It is often said that transport is the one economic sector that can degrade as incomes increase. The degradation is manifested in increasing congestion, pollution, accidents, and other traffic related maladies. One view is that the root of the problem lies in rising incomes that lead to even faster-rising motorization. Another assessment sees a motorization-induced decline of “formal” publictransport systems and the rise of “informal” services as key issues, but it is unclear whether the rise of the informal sector is the result of transport system degradation or the cause. Understanding the basic causes of the transport system’s decline and the dominance of informal public transport is essential before improvements can be identified. Because of its social, economic, and environmental importance, the paper’s main focus is on public transport in general, specifically its so-called “informal” aspects. The objectives of thepaper are to: a) examine the uniqueness of public transport systems in Sub-Saharan African cities in terms of their historical, institutional, spatial, social, environmental, economic, and political contexts; b) explore the causes of the decline of developing country transport systems in general and in public transport’s degradation in particular; c) discuss commonly-held misconceptions sothat policymakers at all levels of government can understand the issues that must be addressed if “informal” public transport is to be improved as part of an enhanced, customer-driven public transport system; and d) propose the outline of a roadmap for making improvements. Subsequent work will examine in more detail what an improved public transport system would look like and how it can be achieved. This paper also focuses on all aspects of so-called “minibus-taxis,” the oldest and most prevalent informal sector mode in Africa, Latin America, and Asia. This mode goes by different names in different places; however, the many causes of its rise and the impacts of the rise are common throughout the developing world. Relatively new informal public transport operations using three-wheeled shared ride vehicles (e.g., “Tempos” in India) and motorcycle taxis (e.g., “Xiom” in Vietnam) have arisen as minibus taxis with similar operating and business models.

In the Greater Beirut Area (GBA), Lebanon, there is a high dependency on private car use that has seriously exacerbated road traffic congestion with traffic literally coming to a complete standstill for hours, turning the daily commute to/from the city center of Beirut into an ordeal for many people. Studies to implement an efficient public transport system to alleviate this problem are underway – however, the dire political, humanitarian, economic and financial crisis Lebanon is currently facing, in combination with the corona virus (Covid-19) pandemic, has been slowing down progress in this respect.

Die Erhöhung der Straßenbahnfahrzeuglänge stellt eine Möglichkeit dar die Leistungsfähigkeiteiner Straßenbahnlinie zu steigern. Um längere Fahrzeuge im Fahrgastbetrieb ohne Einbußenbei Fahrgastkomfort, Fahrgastsicherheit und Barrierefreiheit einsetzen zu können, müssen diebestehenden Haltestellen an die neue Fahrzeuglänge angepasst werden.Vorab werden Grundlagen, welche mit der Leistungsfähigkeit von Straßenbahnlinien und derGestaltung von Haltestellen zusammenhängen, beschrieben. Zusätzlich werden normative undrechtliche Rahmenbedingungen zur Haltestellengestaltung behandelt sowie die unterschiedlichenAnforderungen an Haltestellen ausgedrückt.Die Verlängerung von bestehenden Haltestellen ist abhängig von der Bauform und der Gestaltungdes Straßenraumes möglich und mit unterschiedlichem Aufwand verbunden. Der Aufwandzur Verlängerung der Haltestellen nimmt im Allgemeinen mit der Fahrzeuglänge zu, hat abernicht zwingend einen zur Fahrzeuglänge proportionalen Verlauf.Zur Identifizierung von vorteilhaften Straßenbahnfahrzeuglängen, bezogen auf ein günstiges Verhältniszwischen dem Aufwand zur Adaptierung der Haltestellen und zunehmender Fahrzeuglänge,wird ein Untersuchungsschema entwickelt. Mit diesem Untersuchungsschema können Haltestellenstandardisiert auf unterschiedliche Fahrzeuglängen hin untersucht und miteinander verglichenwerden. Dabei wird ein Fragenkatalog mit von Expertinnen und Experten ausgewählten Baumaßnahmenauf jede Haltestelle und jede Untersuchungslänge angewendet. Diese Baumaßnahmensind mit einem abgeschätzten Einheitspreis hinterlegt. Die Ergebnisse der einzelnen Haltestellenwerden tabellarisch zusammengefasst, um ein Gesamtbild des Untersuchungsgebietes zu erhalten.Durch Sprungstellen im Kostenverlauf können vorteilhafte neue Fahrzeuglängen identifiziert werden.Abhängig von der konkreten Untersuchung kann sowohl eine Fahrzeuglänge, als auch mehrereunterschiedliche Fahrzeuglängen als vorteilhaft identifiziert werden. Das Untersuchungsergebniskann als Entscheidungshilfe zur Wahl von einer neuen Straßenbahnfahrzeuglänge herangezogenwerden.Das in der vorliegenden Arbeit entwickelte Untersuchungsschema wird an den Haltestellen derWiener Straßenbahnlinie 43 angewendet und das Ergebnis auf Plausibilität geprüft. Die Auswahlder Straßenbahnlinie erfolgt nach der Notwendigkeit einer Steigerung der Leistungsfähigkeit.Abhängig davon, ob bestehende Längendefizite der Haltestellen in die Berechnung des Aufwandsmiteinbezogen werden oder nicht, liefert die Untersuchung zwei unterschiedliche Empfehlungenfür neue Fahrzeuglängen der Straßenbahnlinie 43, The increase of the tram vehicle length is one possibility to step up the performance of a tram line.To insert longer tram vehicles without any losses at the passenger comfort, safty and accessibility,the existing tram stops have to get adapted to the new tram vehicle length.At the beginning of this master thesis basics about the performance of tram lines and thedesign of tram stops are explained. In addition the laws and guidlines about the design of tramstops are summarised and different requirements to tram stops are collected.Depending on the design of the tram stops and the area around the stops the extension ofexisting tram stops is possible. The resulting effort to adapt the stops is according to theseconditions. In general the effort to adapt tram stops increases with the tram vehicle length, butnot compellingly constant.To identify advantageous tram vehicle lengths, in regard to have a beneficial ratio between theeffort to adapt the stops and the additional vehicle length, this master thesis offers a tool toinvestigate existing tram stops. With this investigation tool existing tram stops can be analysedfor different tram vehicle lengths. After the investigation a comparison between the differenttram vehicle lengths is possible. The tool is based on standardized questions about buildingmeasures, which are chosen by experts. Every building measure is charged at a price per unit.After the application of these questions, the effort for the adaption of every selected tram vehiclelength is calculable. Irregularities at the increase of the effort to adapt the stops are indicationsfor beneficial or not beneficial tram vehicle lengths, in order to have a good ratio between theeffort to adapt the stops and the additional vehicle length. The result can be a decision-makingsupport to choose a new tram vehicle length.The developed tool gets applied at the viennese tram line 43. The results will be controlled fortraceability. Due to the fact that the tram line 43 needs an increase of the performance, thisline is evaluated. Depending on the consideration of existing lengthdeficits of tram stops, theanalysis offers two different suggestions for new tram vehicle lengths of the line 43.

This chapter looks at how sustainable mobility in Bordeaux, France, has largely come to be consolidated in planning for intermodality. The current transport network in the metropolitan area (comprising 28 municipalities, 800,000 inhabitants) is made up of a road system with a low capacity for change, a public transport system that has reached the limit of its capacity (i.e., the tram network) and the promotion of new forms of mobility (carpooling, cycling, walking) which are conditional upon a change of practices and habits among the residents. The major challenge for the local government is to define a new mobility offer based on better concentric links that can optimize the existing network and deliver the necessary improved connections between residential and economic areas in the growing metropolitan area. This need for an improved transport network has been coupled with the emergence of a change in urban planning in Bordeaux that focuses on densification along the public transport axes. The notions of multimodality and intermodality, which are associated with stations and interchange hubs, have become the main tools for a shifting mobility offer, and they are now an integral part of the local government’s attempts to achieve a less energy-intensive metropolis.

During 2018, the Public Transport Administration (Trafikförvaltningen) in the Stockholm region spent approximately 2.2 billion SEK on new infrastructure investments related to the public transport system, many of which were based on their public transport models. The previously used method for validating these models has lacked scientific rigour, efficiency and a systematic approach, which has led to uncertainty in decision making. Furthermore, few scientific studies have been conducted to develop validation methodologies for large-scale models, such as public transport models. For these reasons, a scientific validation methodology for public transport models has been developed in this thesis. This validation methodology has been applied on the 2014 route assignment model used by Trafikförvaltningen, for the transport modes bus, commuter train and local tram. In the developed validation methodology, the selected validation metrics called MAPE, %RMSE and R^2 are used to compare link loads from a route assignment model with observed link loads from an Automatic Passenger Counting (APC) system. To obtain an overview of the performance of the route assignment model, eight different scenarios are set, based on whether the validation metrics meet acceptable thresholds or not. In the application of the developed validation methodology, the average link loads for the morning rush have been validated. To adjust the developed validation methodology to system-specific factors and to set acceptable metric thresholds, discussions with model practitioners have taken place. The validation has been performed on both lines and links, and for bus entire line number series have been validated as well. The validation results show that commuter train meets the set threshold values in a higher proportion than bus and local tram do. However, Trafikförvaltningen is recommended to further calibrate the route assignment model in order to achieve a better model performance. The developed validation methodology can be used for validation of public transport models, and can in combination with model calibration be used in an iterative process to fine-tune model parameters for optimising validation results. Finally, a number of recommendations are proposed for Trafikförvaltningen to increase the efficiency and quality of the validation process, such as synchronising model data with the observed data. Under 2018 spenderade Trafikförvaltningen ungefär 2,2 miljarder kronor på nya infrastrukturinvesteringar för kollektivtrafiksystemet i Stockholm, varav många av dessa baserades på deras kollektivtrafikmodeller. Den tidigare metoden för att valideras dessa modeller har saknat gedigen vetenskaplig grund, effektivitet och ett systematiskt tillvägagångssätt, vilket lett till osäkerhet gällande investeringsbeslut. Dessutom har få vetenskapliga studier genomförts för att ta fram valideringsmetodologier för storskaliga modeller, såsom kollektivtrafikmodeller. Av dessa skäl har en vetenskaplig valideringsmetodologi för kollektivtrafikmodeller tagits fram i detta examensarbete. Denna valideringsmetodologi har tillämpats på Trafikförvaltningens 2014 års nätutläggningsmodell, för trafikslagen buss, pendeltåg och spårväg. I den framtagna valideringsmetodologin har de valda valideringsmåtten vid namn MAPE, %RMSE och R^2 använts för att jämföra länkbelastningar från en nätutläggningsmodell med observerade länkbelastningar från ett Automatisk Trafikanträkning-system (ATR). För att ge en översikt över modellens precision har åtta scenarios satts baserat på om valideringsmåtten godkänns eller inte enligt tröskelvärden. I tillämpningen av den framtagna valideringsmetodologin har de genomsnittliga länkbelastningarna för morgonens rusningstrafik validerats. För att justera den framtagna valideringsmetodologin efter systemspecifika faktorer och för att sätta godkända tröskelvärden för valideringsmåtten, har diskussioner med trafikanalytiker hållits. Valideringen har utförts både på linjer och länkar, och för buss har även hela linjeserier validerats. Valideringsresultaten för pendeltåg har en högre andel godkända mätningar än buss och spårväg. Trafikförvaltningen rekommenderas dock att kalibrera nätutläggningsmodellen ytterligare för att uppnå ett bättre resultat. Den framtagna valideringsmetodologin kan användas för valideringar av kollektivtrafikmodeller, och kan i kombination med modellkalibrering användas i en iterativ process för att finjustera modellparametrar och därmed optimera valideringsresultaten. Slutligen föreslås ett antal rekommendationer för Trafikförvaltningen för att öka effektiviteten och kvaliteten på valideringsprocessen, till exempel att synkronisera modelldata med observerad data.

La dinámica de crecimiento que han experimentado las ciudades a nivel mundial desde la segunda década del siglo XX, se ha convertido en un tema de interés para diferentes investigadores. Este interés abarca no solo el fenómeno en sí, sino también el detalle sobre las causas, los determinantes y las consecuencias de este crecimiento. Es así que una de las corrientes académicas que intenta entender lo anterior, se ha enfocado en el análisis de la contribución de los bienes, servicios e infraestructura pública en el desempeño y evolución tanto de las ciudades como de las empresas que en ellas se localizan y del papel de los diferentes actores que se relacionan con estas. El análisis de la literatura a nivel mundial y a nivel local a este respecto, ha permitido la identificación de diferentes planteamientos tanto teóricos como empíricos que proponen diferentes abordajes y metodologías para entender la interacción de algunos de los actores que confluyen en las ciudades. Las propuestas teóricas de Marshall hechas en el siglo XIX y retomadas por Krugman (1997) en el siglo XX sirven como punto de partida para diferentes análisis de las interacciones entre los actores urbanos, al afirmar que las personas y las firmas escogen sus lugares de ubicación en función de las ventajas que esta localización pueda brindarles. De manera más específica, autores tales como Banister y Berechman (2003), Gospodini (2005) o J. V. Henderson, Shalizi y Venables (2001) se han apoyado en estos postulados y han explorado las relaciones entre las inversiones en transporte en la estructura urbana, en su desarrollo económico y en la dinámica de crecimiento geográfico de las ciudades. El desarrollo de la geografía económica, el desarrollo urbano y el sector transporte lograda durante las últimas décadas ha derivado en un nivel de especificación importante donde los efectos y relaciones descritos en el punto anterior han logrado posibilidades de detalle que permiten el análisis específico de las mencionadas interacciones en atención a diferentes modalidades de transporte. La presente investigación y la lógica bajo la que se analizarán los sistemas de transporte parte den una taxonomía definida por el autor sobre estas categorías de transporte, la cual fue elaborada a partir de la propuesta de diferentes académicos. Luego de diferenciar cada uno de estos modos y resaltar las características que los diferencian, se presenta una revisión detallada de estudios empíricos sobre los resultados presentes en la literatura acerca de los efectos de la inversión en cada una de estas modalidades de transporte en la estructura urbana, enfocada en aspectos tales como la accesibilidad y su relación con los centros de empleo, la localización de las empresas y la generación de empleo. Esta revisión finaliza resaltando estos resultados surgidos de las inversiones en sistemas de transporte público masivo de tránsito rápido (BRT por sus siglas en inglés) en la estructura urbana de las ciudades que se ven influidas por este desarrollo, al tratarse específicamente de la modalidad objeto de estudio escogida para esta investigación. La ciudad de Bogotá no es una excepción a este fenómeno, al haber experimentado de manera simultánea durante las últimas décadas tanto la implementación de un sistema de transporte masivo tipo BRT, como fenómenos de expansión geográfica y de crecimiento poblacional de niveles importantes, situaciones que no han permitido que la implementación del sistema de transporte, la evolución de la estructura y el desarrollo de la ciudad respondan de manera adecuada a estos niveles de crecimiento y expansión (Acevedo et al., 2009; Behrentz, Carrizosa, & Acevedo, 2009; Cabrera-Moya, 2014; González Rodríguez & Aldana, 2005; Hidalgo, 2014; Montañez, 2013; Tarchópulos & Ramos, 2003; Urazán & Velandia, 2012). Como lo señala Kissack (2013), el continuo análisis del territorio, la soberanía, la autoridad y el adecuado ordenamiento de las ciudades -que incluye el posicionamiento geográfico tanto de las empresas como de los hogares y los patrones de desplazamiento de los actores que pertenecen a su economía, sus sistemas de movilidad y de transporte público-, es una cuestión apremiante para todas las áreas de las ciencias sociales. Esta revisión permitió definir la problemática específica que se pretende abordar, al identificar que existen vacíos teóricos y empíricos sobre el análisis y comprobación de los posibles efectos del desarrollo de los sistemas de transporte público tipo BRT en la dinámica empresarial y organizacional de las ciudades. Algunos de los aspectos que explican estas falencias se deben al corto tiempo transcurrido desde que estos sistemas fueron implementados en diferentes ciudades del mundo y a que la mayoría de estudios se han centrado en evaluar el efecto de esta implementación en el valor y en el uso del suelo (Bocarejo, Portilla, & Meléndez, 2016; Cervero, 2013; Estupiñan, 2011; Hidalgo, Pereira, Estupiñán, & Jiménez, 2013; Scholl, Bouillon, Oviedo, Corsetto, & Jansson, 2016; Suzuki, Cervero, & Iuchi, 2013). Es así que esta propuesta de investigación de tesis doctoral busca aportar a la baja disponibilidad de estudios acerca de las inversiones en sistemas de transporte masivo tipo BRT y sus efectos en la localización de las empresas y en la creación de empleo, integrando estos dos cuerpos de conocimiento sobre transporte y desarrollo urbano y sobre la dinámica de las firmas por medio de un diseño cuasiexperimental que hace uso de metodologías de análisis cuantitativo y espacial. Así mismo pretende aportar al vacío identificado en la literatura sobre estudios empíricos adelantados en la ciudad de Bogotá que articulen la literatura sobre las inversiones en el sistema de transporte público tipo BRT y la literatura sobre las decisiones estratégicas de ubicación de las organizaciones. Para tratar de aportar en este sentido, la presente investigación propone analizar los cambios en el tiempo de los efectos del aumento de la cobertura de Transmilenio asociado a la apertura de nuevas estaciones entre el 2005 y el 2015 en los siguientes aspectos: i) la ubicación geográfica de las empresas en Bogotá y ii) la generación de empleo en estas empresas, proponiendo de esta manera un aporte original para Bogotá de la manera en que puede analizarse la incidencia de la inversión en transporte público y la dinámica y los resultados de la gestión empresarial. El primer capítulo se ocupa de la fundamentación conceptual que soporta el diseño que se propone en el estudio, la metodología y diseño del estudio y se utiliza también como soporte y punto de partida para la validación de las hipótesis y para el análisis de los resultados empíricos obtenidos. En términos metodológicos de acuerdo con lo expuesto en el segundo capítulo, la investigación plantea un diseño cuasiexperimental que le permite plantear un alcance de carácter exploratorio, descriptivo, y correlacional que permitirá la evaluación de los efectos enunciados en el párrafo anterior; lo mencionado se desarrollará en cuatro fases: un análisis de la dinámica de posicionamiento geográfico de las empresas en Bogotá, un proceso de caracterización los flujos de la población de la ciudad discriminados por actividad económica, seguida por la estimación de la incidencia que se obtiene en la generación de empleo de las empresas causada por la cercanía geográfica de estas empresas a las aglomeraciones identificadas y el uso de un modelo de regresión que permita estudiar la relación entre el aumento de la cobertura de Transmilenio asociado a la apertura de nuevas estaciones durante el período de estudio, la ubicación geográfica de las empresas en Bogotá y la generación de empleo de estas empresas. Las relaciones presentes en la investigación se presentan en la Figura 1, resaltando que estas deben entenderse dentro de la taxonomía presentada en la revisión de la literatura y cuyas características se presentan en el apartado sobre clasificación de los sistemas de transporte terrestre. The growth dynamics that cities have experienced worldwide since the second decade of the 20th century has become a topic of interest for different researchers. This interest covers not only the phenomenon itself, but also the details on the causes, determinants and consequences of this growth. Thus, one of the academic currents that tries to understand the above, has focused on the analysis of the contribution of goods, services and public infrastructure in the performance and evolution of both the cities and the companies that are located in them and of the role of the different actors that are related to these. The analysis of the literature at a global and local level in this regard, has allowed the identification of different theoretical and empirical approaches that propose different approaches and methodologies to understand the interaction of some of the actors that converge in cities. Marshall's theoretical proposals made in the 19th century and taken up by Krugman (1997) in the 20th century serve as a starting point for different analyzes of the interactions between urban actors, by affirming that people and firms choose their places of location depending on the advantages that this location can offer them. More specifically, authors such as Banister and Berechman (2003), Gospodini (2005) or JV Henderson, Shalizi and Venables (2001) have supported these postulates and have explored the relationships between transportation investments in the urban structure, in their economic development and in the dynamics of geographic growth of cities. The development of economic geography, urban development and the transport sector achieved during the last decades has resulted in an important level of specification where the effects and relationships described in the previous point have achieved possibilities of detail that allow the specific analysis of the aforementioned interactions in attention to different modes of transport. The present investigation and the logic under which the transportation systems will be analyzed will give a taxonomy defined by the author on these transportation categories, which was elaborated based on the proposal of different academics. After differentiating each of these modes and highlighting the characteristics that differentiate them, a detailed review of empirical studies on the results present in the literature on the effects of investment in each of these modes of transport on the urban structure is presented. , focused on aspects such as accessibility and its relationship with job centers, the location of companies and job creation. This review concludes by highlighting these results arising from investments in mass transit rapid transit (BRT) systems in the urban structure of cities that are influenced by this development, as it is specifically the modality that is the object of study chosen for this research. The city of Bogotá is not an exception to this phenomenon, having experienced simultaneously during the last decades both the implementation of a BRT-type mass transportation system, as well as phenomena of geographic expansion and population growth of significant levels, situations that did not have allowed the implementation of the transport system, the evolution of the structure and the development of the city to respond appropriately to these levels of growth and expansion (Acevedo et al., 2009; Behrentz, Carrizosa, & Acevedo, 2009; Cabrera -Moya, 2014; González Rodríguez & Aldana, 2005; Hidalgo, 2014; Montañez, 2013; Tarchópulos & Ramos, 2003; Urazán & Velandia, 2012). As Kissack (2013) points out, the continuous analysis of the territory, sovereignty, authority and proper ordering of cities - which includes the geographical positioning of both companies and households and the displacement patterns of the actors that belong to them to its economy, its mobility systems and public transport - it is a pressing question for all areas of the social sciences. This review allowed defining the specific problem to be addressed, by identifying that there are theoretical and empirical gaps in the analysis and verification of the possible effects of the development of BRT-type public transport systems on the business and organizational dynamics of cities. Some of the aspects that explain these shortcomings are due to the short time elapsed since these systems were implemented in different cities around the world, as most studies have focused on evaluating the effect of this implementation on the value and use of land. (Bocarejo, Portilla, & Meléndez, 2016; Cervero, 2013; Estupiñan, 2011; Hidalgo, Pereira, Estupiñán, & Jiménez, 2013) 2020-11-02 23:40:01: Script de automatizacion de embargos. Repositorio Institucional EdocUR Lun 2/11/2020 11:34 PM Respetado Doctor Diego Rafael Roberto Cabrera, No registra en nuestro sistema que haya solicitado de manera formal (solicitud y justificación vía correo electrónico) la restricción de su trabajo de grado, razón por la cual este al momento de divulgarse en el Repositorio Institucional quedo en acceso abierto. Dado que mediante el correo dirigido a CraiUR manifiesta su deseo de aplicar una restricción; De acuerdo con su solicitud, el documento: Sistemas de transporte público masivo, posicionamiento geográfico de empresas y empleo en el ámbito urbano: el caso de Transmilenio y la ciudad de Bogotá 2005-2010 - 2015. Disponible en: https://repository.urosario.edu.co/handle/10336/25184 ha quedado embargado por 2 años hasta el (2022-11-02) en concordancia con las Políticas de Acceso Abierto de la Universidad. Si usted desea dejarlo con acceso abierto antes de finalizar dicho periodo o si por el contrario desea extender el embargo al finalizar este tiempo, puede enviar un correo a esta misma dirección realizando la solicitud. Tenga en cuenta que los documentos en acceso abierto propician una mayor visibilidad de su producción académica. Quedamos atentos a cualquier inquietud o sugerencia. 2022-11-02 01:01:01: Script de automatizacion de embargos. info:eu-repo/date/embargoEnd/2022-11-01 2022-11-08 14:30:01: Script de automatizacion de embargos. Correo recibido 2nov2022: Buenos días Quisiera preguntar qué debo hacer para registrarlo d e nuevo con restricciones Se trata de mi tesis de doctorado y aún estoy trabajando con ella para mi producción intelectual, por lo que necesito aún su acceso limitado Respuesta 4 nov 2021: Buen día respetado Diego, reciba un cordial saludo De acuerdo con la información que nos brinda, el embargo del documento será ampliado por otros dos años, es decir, hasta el 4 de noviembre de 2024. Si usted desea dejarlo con acceso abierto antes de finalizar dicho periodo o si por el contrario desea extender el embargo al finalizar este tiempo, puede enviar un correo a esta misma dirección realizando la solicitud. Tenga en cuenta que los documentos en acceso abierto propician una mayor visibilidad de su producción académica.

International audience; This work proposes a stochastic model for integrating service and maintenance policies in order to address the queuing problem and the cost of maintenance for public transport systems. The authors adopt the following approaches: (i) a cost-model that considers the uncertainty of passengers’ plans to compute the waiting time; (ii) a maintenance cost-model which take into account two different maintenance policies (periodic block-type and age-based); and (iii) a bi-objective optimisation process to bring together the service and maintenance policies. Finally, the proposed work is applied to a massive-urban ropeway belonging to a public transportation system, in which the current service policy has been evaluated, considering the established transportation operation.

This paper presents some results devoted to providing network analysis functionalities for vulnerability assessment in public transportation networks with respect to disruptive events and/or targeted attacks to stations. The results have been obtained on two public transportation networks: the bus network in Florence, Italy, and the transportation network in the Attika region, Greece. The analysis implements a topological approach, based on graph theory, using a multi-graph to model public transportation networks and analyse vulnerabilities with respect to the removal of one or more of their components. Both directed attacks and cascading failures are considered. While the first type of disruptive events is related to a static analysis, where nodes are removed according to a rank related to some centrality measures, the second type is related to a dynamic analysis, where a failure cascade is simulated making unavailable the node with the highest betweenness value. Vulnerability measures are computed as loss of connectivity and efficiency, with respect to both the two different types of disruptive events considered. This study allows to evidence potential vulnerabilities of the urban networks, that must be considered to support the planning process into the creation of resilient structures.

International Transaction Journal of Engineering, Management, & Applied Sciences & Technologies, 10, 13, 10A13A: 1-13

New and emerging technologies, such as connected sensors, smartphones and smart cards, offer new possibilities to collect rich real-time information about travelers. Moreover, smartphones also enable travelers to actively share information, for instance, about their intended travel plans. This type of information can be used to improve public transport disturbance management. In this paper, the potential gain of collecting different types of information about travelers is explored to support action decisions made by public transport actors, during unplanned disturbances. Based on interviews and workshops, the paper provides a mapping between different information types and possible action decisions that can be supported. Furthermore, based on a literature review focused on current and potential technical solutions, a guidance to which solutions support which type of action decisions, is also provided. Amongst others, the results show that automated fare collection, which is one of the most commonly implemented systems providing real-time information about the traveler, can support a large number of action decisions relevant in unplanned disturbance scenarios. The technical solution providing the most extensive information, and thereby providing the best support for the action decisions, involves smartphone apps delivering user-generated information. The drawback with this solution is that it might violate privacy, and that it typically relies on the travelers providing relevant information voluntarily.

This paper reviews the critical issues of the current urban planning, mobility and accessibility in the post-earthquake (2009) settlement configuration of L’Aquila urban area (Italy), the medieval centre of which has a unique architectural and artistic heritage. The purpose of the study is to analyse the L’Aquila urban planning experiences in order to trace the relationship between the mobility and the spatial structure of the city. The current scenario is considered both as the result of the historical evolution of the settlement and as a dynamic system in which a mix of natural forces, decisional choices and technical expertise have operated. The result of the research is a preliminary proposal for the implementation of the public transportation system that is obtained by integrating a re-designed existing railway line with a sustainable concepts of mobility based on a “dense grid” network.

This paper attempts to explore the determinants of public transport system planning based on people opinions in car-dependant cities. A survey has been conducted to collect the data for determining the people opinion of the following public transport characteristics: walking distance, mode preference, number of transfers and comfort. A questionnaire was distributed to collect this information for different age groups of Jeddah city residents. Jeddah city, the second largest city is Saudi Arabia, characterized by high car dependency and currently faces the challenges of planning effective and sustainable public transport system.

Sustainable transportation systems are essential to the functioning of societies and economies and provide basic infrastructure for the movement of people and goods with ease. The existence and utilization of sustainable transportation networks are fundamental to the modern age and the negative effects of congestion and pollution are associated with their increasing usage on account of relentless growth in population. Growing interest in sustainability, sustainable development, and sustainable transportation is noteworthy, while the paradigm shift in the perspectives of human beings towards living standards to save the planet is vital factor to be considered as global citizens. The paper’s theoretical approach emphasizes the usage of public transport, especially high speed rail transport to save the environment and reap benefits such as decongestion of roads, reduced fuel bills, minimal accidents, strain free travelling, improved health and minimized vehicle pollution. Comparison of private and public transport, pros and cons of various modes of transport, transformative effects of having high speed public rail transport and policy measures to move towards sustainable transport systems with an integrated approach were discussed. It is suggested to reengineer the existing unsustainable transport infrastructure and pave the way for high speed rail services which significantly benefits. Having sustainable transportation is not by choice but by necessity and no longer can the world afford to have personalized transport facility at a cost of unsustainable environmental impact.

In this paper, we present models and the corresponding decision-support tool, SARTRE, for evaluating the Public Transport Net- works (PTN), and more specifically a bus network. Firstly, we define the framework architecture of SARTRE. The PTN model is explained, and various evaluation and assessment methods are explained. These models and evaluation algorithms are specifically designed to address to the design and the supervision of PTN for small- and medium-size towns. This approach has been success- fully implemented in a decision-support tool, which have been used by the public transport authority of the region of Belfort in France to supervise its new PTN.